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The 2015 long-wheelbase (LWB) Sprinter vehicle is experiencing a noticeable rumbling sensation originating from the lower portion of the vehicle.


AMG33D

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Greetings, individuals.

It is hoped that someone may have had a similar situation, and if a solution can be identified, it may be beneficial for those who have similar symptoms in the future. I have made many attempts to address the issue, but have not achieved success so far.

The 2015 LWB Sprinter van, namely the 3.5T 313 CDI, RWD B906 model with a 2143cc 95KW 129HP OM 651.940;OM 651.955 engine, initially had an audible squeaking noise while in motion at very low speeds. The universal joints were assessed as requiring maintenance by a local garage in Ayrshire, since the use of grease did not alleviate the issue. The present study was conducted, but, with the return of the van, a new issue emerged, characterised by a rumbling vibration when driving, which manifested only upon reaching speeds of around 50 miles per hour and higher. The steering wheel does not exhibit any shaking or vibrations. The auditory disturbance is quite noticeable when inside the cabin, effectively overpowering the sound emitted by the engine.

The aforementioned local garage, which had previously identified the issue with the universal joints and then subcontracted the repair without my knowledge, returned the van to EURO Driveshafts & Hydraulics, the firm responsible for addressing the universal joint problem. The individuals expressed unwavering certainty that the defect was unrelated to the work they performed, and they took the extensive measure of replacing the complete prop shaft and ensuring its balance. Subsequently, the vehicle was returned; nonetheless, the underlying issue persisted. Both the local garage and EURO driveshafts were unable to determine the cause of the problem. Additionally, I incurred a financial loss of £1200, was without a van for a duration of two weeks, and made no progress in resolving the issue.

I acquired possession of the van and made the decision to proceed with the task of bringing it to the purported specialists, namely the Mercedes dealership in closest proximity to my location, namely Western Commercial in Glasgow. The vehicle was in their possession for a duration of two hours, during which they identified two back wheels that were buckled and determined that the issue was caused by the need for two new tyres. I remunerated the work in the amount of £226, contented with the acquisition of certain responses. I requested a quotation and a specific deadline for the resolution of this matter, for which I am now awaiting a response. Subsequently, I proceeded to Kwik-Fit where I acquired a pair of high-quality tyres and wheels, incurring an expenditure of around £500. Regrettably, subsequent to the collecting process, it became evident while entering the motorway that the issue persisted.

I returned the van to Western Commercial for further investigation, coinciding with the recall maintenance being performed on the vehicle. The technicians allocated an additional 1.5 hours to the task, resulting in a cumulative duration of 3.5 hours. Subsequently, they conveyed that no labour fee would be imposed as a goodwill gesture. However, it was revealed that the root cause of the fault had not been identified. In order to proceed with further diagnosis, the technicians indicated that labour charges would be applicable from that juncture onwards. It is noteworthy that the technicians acknowledged the inaccuracy of their initial diagnosis, which resulted in a wastage of time and an expenditure of nearly £800.

I respectfully refused the offer and retrieved the van from them, since I would incur additional expenses commensurate with the duration of their diagnostic process, which would essentially entail compensating for their lack of proficiency. Although it is acknowledged that each vehicle is unique and diagnosing this particular defect may be challenging, it is important to place faith in these professionals who possess expertise in this field.

I am now facing a dilemma and seeking guidance, therefore the initiation of this article. If anybody could provide assistance, I would really appreciate it and be willing to reciprocate in some kind.

I possess a video recording in which the presence of a problem may be audibly detected, but with the potential for interference from ambient road noise. However, it seems that I am unable to upload it at this location.

I would want to express my gratitude in advance.

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The process of removal or eradication.
The prop seems to have been removed.
It is anticipated that the experts would have also addressed the issue of prop bearings.

The possibility of having two exhausted rear wheels seems improbable. However, the tread of the tyre has the potential to do this task with relative ease. If the symptoms seen on various tyres, particularly new ones, are consistent, it may be inferred that this possibility has been ruled out.

I would start the process by doing a comprehensive disassembly of the back brake system. It is essential to ensure the secure fastening of the parking brake shoes, followed by confirming the unrestricted movement of the callipers and pads.

The remaining components are the half shafts, differential, gearbox and torque converter in the case of an automatic transmission, or the dual mass flywheel if it is not an automatic transmission.
The consideration of dual mass flywheels is a logical assumption, since it is likely that Mercedes-Benz would have taken this into account.

I have experienced a noticeable vibration emanating from an automobile gearbox system. To be candid, my observation was based on an assumption, since I opted to sell the vehicle rather than do a thorough reconditioning of the gearbox. However, the aforementioned factor resulted in an increase in revolutions.

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Thank you for providing your valuable ideas. Indeed, it seems that the resolution of this issue will need a systematic process of elimination. However, it is my fervent desire that this endeavour does not incur exorbitant costs, unless a knowledgeable individual can promptly detect the underlying defect by some methods.

It is noteworthy that the discussion pertains to brake shoes and related components, since the issue at hand originated from the failure of a separate garage, namely a MOT testing station in Scotland, to pass the vehicle's inspection owing to the handbrake's inability to maintain its grip. It is important to highlight that the handbrake functioned adequately throughout regular road use prior to undergoing the MOT examination. The van exhibited a little squeak, as previously indicated, emanating from the underneath, particularly around the rear wheels. The mechanics attempted to resolve this issue by lubricating the Universal Joints, but unfortunately, this intervention did not alleviate the problem. Consequently, the van did not pass the inspection due to a malfunctioning hand brake. New hand brake shoes were installed, along with a hold down kit, two pivots, and adjusters, in order to ensure its compliance. The issue seemed to rapidly intensify, if not instantaneously, leading to the occurrence of a rumble or vibration. I have refrained from returning to the aforementioned garage due to many concerns that arose over the handling of the situation. Specifically, the van in question entered the MOT garage with a singular issue, although upon its departure, it exhibited an entirely other problem. I have sent this information to the neighbouring garage and the Mercedes dealer, implying that one would expect them to have conducted an examination on the Universal Joints/Prop shaft repairs. It may be advantageous to consider retracing one's steps and starting from that point.

The document in question is a handbook, by the way.

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When the vibrations become perceptible, it is advisable to apply gentle pressure to the footbrake while simultaneously maintaining throttle to sustain speed. This will allow for an assessment of whether the vibrations undergo any alterations.
Engaging the parking brake poses a much higher level of danger, since it has the potential to induce van rotation due to the ratcheting mechanism. Engaging the release while gradually applying pressure to the pedal will effectively mitigate the aforementioned issue, but requiring a certain level of courage and resilience.

The dual mass flywheel is a plausible explanation for the observed symptoms. I am unable to provide an explanation on how to delete without replacing.

A minor observation is that I have not personally seen authentic prop shafts equipped with grease nipples on the universal joints (UJ's). This feature seems to be more often found on aftermarket prop shafts. The aftermarket may not possess the same level of reliability as original equipment manufacturer (OEM) products.

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Thank you for your response. I appreciate your willingness to conduct the pedal experiment and provide an update tomorrow.

The application of grease was limited to old Universal Joints in order to address the first squeak during the MOT stage. However, this intervention did not prove effective in resolving the squeak, which seemed to originate from the rear wheels at that time, as opposed to the current issue of vibration and rumbling. Subsequently, the van underwent a prop-shaft replacement by a reputable prop shaft manufacturer, Euro Driveshafts & Hydraulics.

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Currently, I am refraining from operating a manual gearbox vehicle, which I see as a lack of proficiency on my part.

To increase the rotational velocity, engage the clutch mechanism, allowing the engine to decelerate to its resting state, hence eliminating the presence of the flywheel.
Subsequently, the vehicle transitions into a neutral state, disengaging the clutch and effectively reducing the presence of the gearbox.
If the prevailing atmosphere persists.

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Initially, my cognitive response was influenced by the content presented in the aforementioned film. A search on Google was conducted to explore the topic of universal joint orientation.

It is improbable that a professional in driveshafts would lack awareness of this matter; still, it is advisable to inspect the underside of the van in accordance with the instructions provided in the video, as a precautionary measure. A visual inspection is necessary to determine whether the phasing is incorrect, since any misalignment would likely be perceptible to the naked eye rather than precisely 3 degrees. It is important to observe that they are not in a state of being 90 degrees out of phase.

The inspection of the dual mass flywheel in M80's may be completed within a matter of seconds. If no indications are seen during the aforementioned inspections, one could question whether the discs located at the back were properly attached or seated subsequent to the handbrake maintenance. Another potential issue to consider is the failure of the differential pinion bearing, which may have been damaged during the installation of the propshaft. While it is not expected for this to occur, it is not uncommon for a jack to be improperly positioned or slide, leading to such damage. If such a condition exists, it will manifest as perceptible roughness while manually spinning the propshaft, while ensuring that the rear wheels are elevated and not in contact with the ground. Additionally, the presence of debris within the oil may also be seen. If there is any suspicion, it should not be disregarded. A comprehensive failure has the potential to immobilise both the differential and rear wheels, resulting in an abrupt loss of control and even ejection off the roadway.

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A brief update:

The vehicle was returned to the nearby garage, as it was advised to retrace its steps to the location where the hand was last seen prior to the emergence of the problem. The work conducted by the previous garage was inspected in order to ensure compliance with the MOT requirements, including examination of components such as brake shoes, pivots, and adjusters. All aspects were thoroughly examined and found to be satisfactory, thereby eliminating that potential risk. During a casual conversation today, the local garage briefly noted that there seems to be excessive play in the dual mass flywheel, suggesting that this may be the root cause of the issue. They want a sum of several hundred pounds in order to dismantle the gearbox for inspection.

Additionally, I sent a formal letter of complaint to the Mercedes dealer, who has graciously extended an offer to do a complimentary in-depth investigation into the issue at hand until a resolution is reached. This gesture is in response to the unfortunate and unsatisfactory experience I received with their services. I am now anticipating the scheduling of an appointment for the vehicle to undergo inspection by one of their specialised technicians. I am optimistic that I will get conclusive answers in the near future. I will provide an update about the unfolding events.

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Last week, the Sprinter vehicle was returned to the Mercedes dealership, although to a different branch located at a considerable distance. The purpose of this visit was to have the vehicle examined by the dealership's most experienced specialist in order to identify and diagnose the problem. The first step was the examination of the injectors, since they seemed to be a potential source of the observed vibration or rumbling. The components in question were determined to be in satisfactory condition, prompting the subsequent evaluation of the dual mass flywheel. The evaluators reached the conclusion that the flywheel requires replacement due to excessive play observed in it, a fact that I was already aware of. It is believed that this replacement is the probable cause of the issue, although it is important to note that this diagnosis is tentative and contingent upon the actual work confirming its accuracy.

The projected cost for the project is outlined as follows:

The task at hand involves the replacement of the flywheel and clutch, which is priced at 597.00 S.

The provided information consists of part numbers, descriptions, quantities, and list values. The first item, part number A0002545208, corresponds to a clutch release bearing with a quantity of 250 and a list value of 250.00 S. The second item, part number A0049905912, refers to a screw with a quantity of 10.80 and a list value of 10.80 S. The third item, part number A0232500201, pertains to an 80 coupling with a quantity of 322 and a list value of 322.00 S. Lastly, part number A6510305105 is provided without any accompanying information. The subject of discussion is the dual-mass flywheel with the reference number 581.00 S, also known by its part number A9062640057. The locking cap with a value of 3.95 S, identified by the serial number N000000005805. The hexalobular bolt 8.10 S is a specific kind of fastener characterised by its hexalobular shape and size of 8.10 S.

The job description entails the execution of Operation No. 3, which involves the removal of stripped and seized bolts with a value of 99.50 S, requiring additional time.

The sub-total amount is $2,111.35, whereas the tax total is $422.27.
The total amount is estimated to be 2,533.62.

The required payment is substantial, and there is no assurance of a successful resolution to the issue. At now, I have incurred a financial loss over £2000 due to expenses related to the purchase of wheels, tyres, prop-shaft, and associated work costs. Additional perspectives on this matter would be very valued. Thank you.

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